Hydrocarbon-motor.



E. E. WINKLEY & F. V. HART. HYDROGARBON MOTOR.

APPLICATION FILED JUNE 18,1902. 1,1 28,208. Patented Feb. 9, 1915.

5 SHEETS-SHEET 1.

NH; NORRIS PETERS (20.. PHUTC-LITHQ, WASHINGTON. a c.

B. E. WINKLEY & P. V. HART;

HYDROGARBON MOTOR.

APPLIGATION FILED JUNE 18, 1902.

Patented Feb 9,1915.

5 SHEETS-SHEET 2.

E. E. WINKLEY & F. V. HART. HYDROGARBON MOTOR.

. APPLICATION FILED JUNE 18, 1902. Q 1, 1 28,208. Patented Feb. 9, 1915.

5 SHEETS-SHEET 3.

HE :l JRRIS PETERS c0.. PHQTOLITHU WASHINGTON. D. C.

E. E. WINKLEY & P. V. HART. HYDROGARBON MOTOR,

' APPLICATION FILED JUNE 18, 1902. 1,128,208.

5 SHEETS-SHEET 4.

645 67166565.- %4 f5 fla Miam- 'HE NORRIS PETERS 60.. FHOTO-LITHO.. WASHINGTON Dv C.

Patented Feb. 9, 1-915.

E. B. WINKLEY & F. V. HART.

HYDROGARBON MOTOR. APPLICATION FILED JUNE 18, 1902.

Patented Feb. 9, 1915.

5 SHEETSSHEET 5.

NORRIS PETERS c0 PHOT/t n, mm M. v

ti T

ERASTUS E. WINKLEY AND FRED v. HART, E LYNN, MAs'saoHUsETTs, VASSIGNORS, Y MEsNE ASSIGNMENTS, To WINKLEY ENGINEERING COMPANY, oE KITTERY, MAINE,

A CORPORATION or MAINE.

HYDROGARBON-MOTOR.

Specification of Letters Patent.

- Patented Feb. 9, 1915.

To all whom it may concern:

Be It known that we, ERASTUS E. VINK- LEY and FRED V. HART, citizens of the United States, residing at Lynn, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Hydrocarbon-Motors; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.-

The present invention relates to hydrocarbon motors and more particularly to that class of motors which are constructed and arranged to operate in either direction.

The object of the present invention is to construct a motor of the above class which may be reversed in its direction of rotation without the necessity of starting the reverse movement by hand or by complicated auxiliary mechanism, without shock or excessive strain upon the moving parts and without danger of stalling the motor.

Vith these objects in view the present in vention consists in the devices and combinations of devices hereinafter described and claimed.

Hydro-carbon motors are at present constructed to give an impulse to the shaft either once each revolution or once each two revolutions, the former class being known as two-cycle motors and the latter as four or Otto cycle motors. In both classes of motors, however, it is the practice to utilize the return stroke of the piston to compress the charge of explosive gas which is ignited at or near the end of this movement of the piston. The rapid combustion and expansion of the charge drives the piston outwardly and through connecting rod imparts an impulse to he motor shaft. In the two-cycle motor the burnt gas is exhausted at or near the end of this outward movement of the piston and a fresh charge introduced into the cylinder to be compressed on the return stroke. In the four-cycle, however, the burnt gases are exhausted during the return stroke next followin the power stroke of the piston, a fresh charge being drawn into the cylinder when the piston moves outwardly again and being compressed on the next return stroke.

Ordinarily hydro-carbon motors are ar-' ranged to operate in but one direction and where it is necessary, as in a launch or automobile, to provide for the actuation of the propelling means in both directions, some suitable reversing device is provided, usually a system of gearing located between the motor and the propelling means. Reversible hydro-carbon motors have been constructed however, but so far as we are aware have never been commercially successful for several reasons. In one type of reversible motor it was necessary to bring the motor to a complete standstill and then by hand start it in operation in the opposite direction after the times of operation of the valves and ignition device had been changed.

In another type an auxiliary supply of compressed air was necessary to stop the motor and start it in the opposite direction. In still another type the time of ignition was shifted from the end of the compression stroke to near its beginning while the motor was still in operation, so that one or more re tarding explosions would occur which would so reduce the speed of the motor that the next explosion would set the motor in operatic-n in the reverse direction. These three methods of reversing a hydro-carbon motor are objectionable, the first because manual starting of the motor in the opposite direction is necessary after the motor has been brought to a complete standstill, the second because of the complication of parts and extra mechanism necessary, and the third because of the uncertainty of action as the motor is very liable to be stalled by the retarding explosions. Moreover, excessive strain is thrown upon the moving parts by these retarding and reversing explosions.

We have found that if the explosions in the cylinder of either a two-cycle or a fourcycle hydro-carbon motor be prevented by rendering the ignition device inoperative, the speed of the motor will fall until it becomes so low that the motor fails to pass over the dead-center at the end of its compression stroke. The piston no sooner comes to rest, however, than it begins to move in the opposite direction under the expansive action of the gas compressed inthe cylinder by the incomplete compression stroke. In the present invention we utilize this automatic reversal to start the rotation of the motor in the reverse direction, and then, by means of an ignition device constructed and arranged to ignite the explosive gas at some point before the end of this expansion stroke of the piston, cause an impulse to be imparted to the piston which is sufficient to establish the cycle of operations of the motor in the reverse direction, the times of operation of the valves and of the ignition de vice having been shifted to their proper positions for reverse rotation. The motor is thus reversed Without manual effort on the part of the operator, without excessive jar or strain to the motor, and without danger of stalling.

In the accompanying drawings we have shown our invention as embodied in a single cylinder, vertical, four-cycle, hydro-carbon motor in which both the inlet and the exhaust valves are positively opened and the ignition device is of the make and break type. Moreover, we have shown mechanism operating automatically to actuate the ignition device directly upon a reversal in the direction of rotation of the motor shaft, that is, the instant the motor shaft begins to rotate in a reverse direction under the influence of an unexploded and compressed charge, a the impulse imparted to the piston is stronger the earlier the charge is ignited in this expansion stroke on account of the greater compression of the charge. We have also shown automatic means for shifting the times of operation of the valves and of the ignition device as soon as this reverse movement begins. Our invention, however, is not limited to the construction above described and illustrated, as it contemplates in its broader aspects a hydro-carbon motor having a cylinder, piston, shaft, and ignition device in combination with means, whether automatic or not, for actuating the ignition device to ignite the charge in the cylinder after a reversal in the direction of rotation of the shaft and at some point during the first expansion stroke of the piston caused by the expansion of the compressed unexploded charge. Besides the advantages which have been enumerated, our improved motor possesses many other advantages apparent to those skilled in the art. Our invention, moreover, is not limited to a construction in which each and every one of these advantages are present as a motor may be constructed which shall be within the spirit of our invention even though it possesses only a portion of those many advantages.

In the accompanying drawings which illustrate the preferred form of our invention, Figure 1 is a front elevation of our improved hydro-carbon motor; Fig. 2 is a horizontal section on line 2-2 Fig. 1; Fig. 3 is an enlarged elevation of the inlet and exhaust valve cams and cam levers; Fig. 4 is an enlarged top plan of the same; Fig. 5 is an enlarged top plan of the ignition cams and cam levers; Figs. 6 and 7 are detail views showing the forward and reverse ignition cams and cam levers in elevation; Fig. 8 is a vertical section on line 88, Fig. 9, and Fig. 9 a horizontal section on line 99, Fig. 8, of the clutch and the lever for shifting the times of operation of the inlet and exhaust valves and for actuating the ignition device .lirectly upon the reversal in the direction of rotation of the motor shaft.

Mounted to reciprocate within the cylinder 11 is the piston 12 connected to the crank 13 by the connecting rod 1%. Secured upon the motor shaft 15 is the balance wheel 16. The admission of gas from the carbureter (not shown) through the inlet pipe 17 is controlled by the inlet valve (not shown) normally held closed by the spring 18, the valve actuating rod 19, mounted to reciprocate vertically in a guide way on the head of the cylinder and held therein by the plate 20, being depressed by suitable mechanism hereinafter to be described to open the inlet valve against tension of the spring 18. The exhaust gases are discharged from the cylinder through the exhaust pipe 21, the exhaust valve (not shown) being normally held closed by means of the spring 22 which surrounds the valve rod 23 and engages at one end a collar 2st upon said rod and at the other the frame of the motor. The exhaust valve rod 23, is raised to open the exhaust valve by mechanism hereinafter to be described.

The explosive charge is ignited in the cylinder by means of an electric spark ignition device, indicated in a general way by the reference character 25, which may be of any suitable form of the make-and-break type and which is actuated by means of a rod 26 passing through the arm 27 connected with the movable electrode, the arm being depressed to bring the electrodes into contact by means of the rod 526, spring 28, adjusting nut 29 and check nut 30, and being raised to separate the electrodes by the collar 31 secured to rod 26. The lower end of the rod 26 is rigidly secured to the vertical rod 32 which is mounted in a bearing in the sleeve 33 which in turn is mounted in a bearing in the bracket 34: projected. from the frame of the motor. This sleeve 83 is provided with a head 35 from which projects the handle 36. The collar 37 pinned to the sleeve 83 holds the sleeve in its bearing in the bracket 34-. The lower end of rod 32 is provided with two horizontal fingers or projections 38 and 38" right angles to each other as clearly shown in lug. 5. By means of suitable levers engaging one or the other of these fingers 38 and 38 the rod 32 and rod 26 are depressed against the action of a spring (not shown) and then released to actuate the ignition device to ignite a charge in the cylinder when the motor is operating in its regular cycle in either direction.

Mounted in suitable hearings on the frame of the motor is the cam shaft 39 which is driven from the main shaft 15 by means of spur gears 10 and 41 fixed upon the main shaft and cam shaft respectively, gear 41 being of twice the diameter of gear 40 so that the cam shaft is rotated once for each two revolutions of the main shaft as is usual in four-cycle motors. Fixed upon the cam shaft 39 are the cams for actuating the inlet and exhaust valves and the ignition device.

In order to provide for the operation of the inlet valve at different times according to the direction of rotation of the motor shaft we have provided two cams and two sets of cam actuated levers either of which may be operatively connected with the inlet valve rod 19 by means of a connecting rod pivoted at one end to the inlet valve rod 19, the other end of which connecting rod may be swung into engagement with one or the other of the cam actuated levers. A similar provision is made for actuating the exhaust valve at different times according to the direction of rotation of the motor shaft, two cams, two sets of cam levers, and a swinging rod being provided. In order to avoid a multiplicity of parts, however, we have so located, with relation to each other, the cam levers for the exhaust valve and inlet valve actuating mechanisms that a single cam will actuate the inlet and exhaust valves at the proper times during forward rotation of the motor, while another cam actuates both of these valves during reverse rotation of the motor.

Fixedly secured upon the cam shaft 39 is the cam e2 which will be called the forward cam as it actuates the valves during forward rotation of the motor. Pivotally mounted upon the stud 43 projected from the frame of the motor is the hub 44- of a bell crank lever, the one arm 4:5 carrying a cam roll 4:6 which engages the forward cam 42 and depresses the other arm 17 of the bell crank lever once each revolution of the cam shaft 39 in either direction. The arm 4:7 is provided at its end with a hook-shaped portion. 48, the bottom surface of which is arranged to engage the horizontal portion l9 of ti e rod 50 pivoted at its upper end at 51 upon the inlet valve rod 19 to depress the same to open the inlet valve.

Pivoted upon a stud 52 projecting from the frame of the motor is the hub 53 of a second bell crank lever, one arm 54 of which carries the cam roll 55 engaging the reverse cam 56. The bottom surface of the off-set portion 58 of the other arm 57 is arranged to engage the horizontal portion 49 of rod 50. By means of suitable mechanism hereinafter to be described the rod 50 is swung so that its horizontal portion 49 is engaged by one or the other of the arms 17 and .57, according to whether the motor is rotating in a forward direction or in a reverse direction.

The mechanism for actuating the exhaust valve comprises two levers .59 and 60 pivoted upon the stud 61 projected from the frame of the machine. Each lever carries a cam roll 62 and 63 respectively, the for mer of which engages cam 42, and the lat ter cam 56. Projected from lever 59 is the lug or finger 64 and from lever 60 the lug or finger 65. Pivoted at 66 at the lower end of the exhaust valve actuating rod is the connecting rod 67, the lower end of which 68 is arranged to be engaged and raised by the finger 64: on lever 59 or finger 65 on le ver 60 according to whether the motor is rotating in a forward direction or a re verse direction. The mechanism for shifting the end 68 of rod 67 from one finger to the other will be hereinafter described.

In order to provide for the actuation of the ignition device at different times ac-- cording to the direction of rotation of the motor, we have provided two ignition cams, one operative during forward rotation, hereinafter called the forward ignition cam, and the other operative during the reverse rotation, called the reverse ignition cam. The forward ignition cam 69 is shown in Fig. 6 and the reverse ignition cam 70 in Fig. 7. These cams, it will be noted, are formed with an abrupt face so that the contact points of the ignition device will be moved apart quickly under the influence of the spring (not shown) to form the spark. Mounted upon the stud 71 projected from the frame of the motor are the bell crank levers 72 and 73 which are actuated by the forward and the reverse ignition cams respectively. Instead of employing a cam roll, we have provided pawls 74; and 75 pivoted upon the vertical arms 76 and 77 of the bell crank levers 72 and 73 respectively. Pawl 7 1 is so formed that when the cam 69 rotates in the direction corresponding to the forward rotation of the shaft as indicated by the arrow 26*, the bell crank lever 72 will be actuated, while during reverse rotation the pawl 74 will simply be lifted without actuating the lever 72. Pawl 75, on the other hand, is so formed that during rotation of the cam 70 corresponding to the forward rotation of the motor shaft and indicated by the arrow Fig. 7, the pawl will be depressed without moving the lever 73. During reverse rotation, however, the pawl becomes operative to actuate the bell crank lever 7 3. Thus bell crank lever 7 2 is 1,12e,aos

actuated only during forward rotation of the motor and bell crank lever 73 only during reverse rotation. Projected from the hub of the lever 72 is the curved arm 79 the end of which is in engagement with the finger 38 of rod 32 when the parts are in the positions shown in Fig. 5. The end of arm 80 projected from bell crank lever 73 is at this time out of engagement with the finger 38 so that bell crank lever 72 will actuate the ignition device, but only when the motor is rotating in the forward direction. Finger 38 may be brought into engagement with the arm 80, at the same time throwing finger 38 out of engagement with arm 79, by means of the sleeve 33, the head 35 of which is provided with a recess 81 engaged by a pin 82 carried by the member 83 fixed upon the rod 32. The handle 36 affords a convenient means for rotating the sleeve to bring the reverse cam into operative connection with the ignition device to operate the same. In this position bell crank lever 73 will actuate the ignition device but only when the motor is rotating in the reverse direction. Free play of pin 82 in recess 81 in a vertical direction is provided for as the rod 32 and with it the member 83 is vertically reciprocated.

W e have thus far described the inlet and exhaust valves and the mechanism for actuating them at the proper times according to the direction of rotation of the motor. We have also described the ignition device and the mechanism for actuating it at the proper times according to the direction of rotation of the motor, and in the description of the latter mechanism it is to be noted that the forward ignition cam will actuate the ignition device only when the motor is rotating in a forward direction and when the arm 79 is in engagement with the finger 38 The reverse cam, on the other hand, will operate the ignition device only when the motor is running in the reverse direction and when the arm 80 is in engagement with the finger 38*. Neither cam, therefore, will actuate the ignition device when the arm of its respective bell crank lever is out of engagement with the respective finger on the rod 32, no matter in which direction the shaft is rotating. It follows then that if, when the motor is rotating in a forward direction, the handle 36 be turned so that the finger 38 is thrown out of engagement with the arm 79, and finger 38 is thrown into engagement with arm 80, the ignition device will be rendered inoperative so long as the motor continues to rotate in a forward direction, but as soon as the motor is rotated far enough in a reverse direction to bring the reverse ignition cam into engagement with the pawl the ig-- nition device will be operated and will continue to operate in the proper time relation so long as the motor continues to rotate in the reverse direction. By swinging the hen dle 36 back to the position shown in Fig. the ignition device will be rendered inoperative until rotation in the forward direction is established, and when the forward ignition cam will actuate the ignition device.

We will now describe the mechanism for actuating the ignition device directly upon a reversal in the direction of rotation of the motor shaft whereby the partially compressed charge in the cylinder is ignited and operation of the motor in the opposite direction is established. This mechanism includes a slip clutch, that is, a clutch which, while one of its members is rotating in one direction, will permit the other member to remain stationary, but upon a reversal in the direction of rotation will clutch the two members together. One member of this clutch is secured to the motor shaft and the other member is carried by a lever which will be actuated by the clutch the instant the direction of rotation of the motor shaft is reversed and which, through suitable connections, actuates the rod 26 of the ignition mechanism.

Fixed upon the motor shaft 15 is the clutch disk 84: provided upon its inner face with the V-shaped groove 85 as shown in Fig. 8. The other member of the clutch consists of a segment 86 of a ring V-shape in cross-section and is supported upon the clutch lever 87 projected from the hub or sleeve 88 loosely journaled upon the motor shaft 15. Studs 89 screwed into the member 86 are longitudinally movable in bearings 90 in the lever 87. Springs 91, engaging at one end the bearing 90 and at the other the member 86, act normally to press the member 86 into the V-shaped groove 85 on the clutch disk 8% with suflicient pressure to cause the lever 87 to move with the clutch disk 8% against a substantial resistance, but not with so much pressure that movement of the lever 87 with the disk 84- cannot be prevented by some suitable abutment or stop device. The member 86 is normally held out of contact, however, with the groove in the clutch disk in the following manner Freely movable upon the sleeve or hub 88 is the sleeve 92 provided with the cam 93. Pivoted at 94 upon the lever 87 is the cam lever 95 which engages midway between its ends the bar 96 secured to the studs 89. WVhen the end of cam lever 95 is in engagement with the broad portion of the cam 93, the member 86 will be held out of engagement with the clutch disk and there will be no tendency of lever 87 to rotate with the motor shaft 15. When, however, the cam sleeve 92 is rotated upon the sleeve or hub 88 so that the narrow portion of the cam engages the cam lever 95, the member 86 will be pressed by springs 91 into contact with the clutch disk.

Pivotally mounted on a bracket 97 projected from the frame of the motor is the auxiliary ignition lever, which, as shown in Fig. 5, consists of a long hub or sleeve 98 from which are projected at either end the arms 99 and 100. Arm 100 is bifurcated at its end to straddle the ignition rod 26 and engages a collar 101 fixedly secured upon this rod. Pivotally mounted upon arm 99' is the double acting pawl 102 which is arranged to engage the tooth 103 formed on the end of clutch lever 87 and to depress the bifurcated end of arm 100 to actuate the ignition device'whenever lever 87 is oscillated in the one direction or the other. It will thus be evident that, if the regular ignition. actuating mechanism beshifted for rotation in the opposite direction and the clutch be rendered operative, the instant the motor shaftbegins to rotate in the opposite direction under the action of the partially compressed charge in the cylinder the lever 87 will be oscillated and by means of the pawl and lever connections actuate the ignition device to ignite the charge in the cylinder and thus fully and completely establish rotation of the motor in the opposite direction.

The mechanism for actuating the cam disk 92 to render the clutch operative or inoperative comprises a rod 104 pivoted at one end to the lug or ear 105 on the cam sleeve 92 and at the other to the arm 106 of lever 107 rotatably mounted in a bearing in the bracket 108. This lever is actuated by means of the switch lever 109 by means of which the ignition device is thrown into circuit with an electric battery, as the electric current for the ignition device is nor mally supplied by a generator driven by the motor which, as will be apparent, will be inoperative at the instant the direction of rotation of the motor shaft is reversed and when it is necessary to actuate the ignition device. As shown in Fig. 1 the switch is in the position which it occupies when it is desired to reverse the motor, the ignition device being in the battery circuit and the cam sleeve being rotated to render the clutch operative.

In the illustrated embodiment of our invention we have shown the lever 87 which carries one member of the clutch as not only actuating the auxiliary ignition actuating mechanism, but also as shifting the connecting'rods for the inlet and the exhaust valves, so that the times of operation of these valves are automatically shifted the instant the direction' of the rotation of the motor is reversed. Pivoted upon the cylinder wall at 110 is the lever 111 which carries at its lower end the guide block 112 for the connecting rods 50 and 67 which pass through holes in said block. The pin 113 projected from the block enters the slot 114 formed in the upper end of the clutch lever 87 so that when this lever is swung to the right or to the left when the direction of rotation of the motor is reversed, the last portion of its movement will swing the lever 111 upon its support and shift the connecting rods from one to the other of their respective actuating levers. Projecting from the wall of the cylinder of the motor are the stop pins 115 and 116 which limit the swinging movement of lever 111 and, through the pin and slot connection the swinging movement of clutch lever 87 herein'before referred to.

The mode of operation of our improved hydro-carbon motor is as follows z rissuming the motor to be running in the forward direction, the connecting rods 50 and 68 and the sleeve 33 will be in the position shown'in Fig. 1, the forward cam actuating the inlet and the exhaust valves and the forward ignition cam the ignition device. If now it be desired to reverse the motor, the switch 109 will first be thrown into the position shown in Fig. 1 bringing the ignition device into the battery circuit and at the same time rotating the cam sleeve 92 so that the clutch becomes operative; The clutch lever 87 now tends to rotate with the clutch disk, but is held from movement therewith by the stop pin 115. The handle 36 is next turned to bring finger 38 into engagement with the end of lever 80 at the same time throwing finger 38 out of engagement'with lever 79. The ignition device is thus rendered inoperative inasmuch as the reverse ignition cam will merely depress the pawl 7 5 as the motor is still rotating in the forward direction. The speed of the motor immediately decreases since there is no ignition of the charges which are drawn into and exhausted from the cylinder. Finally the speed becomes so low that the motor fails to pass over the dead center at the end of its compression stroke and comes to a stop momentarily, but immediately begins to rotate in'the opposite direction under the expansive action of the compressed charge in the cylinder. No sooner does this reverse rotation occur than the clutch lever 87 is oscillated by means of the clutch, actuating the ignition device to ignite the partially compressed charge in the cylinder and shifting the connecting rods from the forward actuating levers to the reverse. The impulse resulting from the explosion of this partially compressed charge is sufficient to fully establish rotation in the reverse direction,- whereupon the reverse ignition cam automatically becomes operative and the motor is soon running at fullspeed in the reverse direction, when the switch 109 will be thrown back'to its original positionbringing the ignition device into the generator circuit and throwing the clutch out of operative condition.

If necessary a clutch may be provided between the motor and the driven mechanism so that the resistance offered to reverse r0- tation of' the motor under the expansive action of the unexploded compressed charge shall be not too great and be liable to stall the motor.

In the drawings accompanying this specification we have shown the preferred form of our invention in which the actuation of the ignition device and shifting of the times of operation of the valves are entirely automatic and occur directly upon a reversal in the direction of rotation of the motor. Certainty of operation of the devices is thus assured, as there is nothing left to the judgment and skill of the operator and as the ignition of the compressed charge before it has had time to expand to any great extent gives the maximum impulse.

Our invention, however, in its broader aspects, contemplates a construction in which the ignition device is manually operated and the times of operation of the igniticn device and of the valves are manually shifted after a reversal in the direction of rotation of the shaft and during the first expansion stroke of the piston. This construction is not so desirable, although by means of suitable devices actuation of the ignition device and shifting of the times of operation of the ignition device and of the valves by the operator may be prevented until reversal of the motor occurs, thus eliminating to a great extent the judgment and skill of the operator. Nor is our invention, except where so specified in the claims, limited to an electrical ignition device whether of the make and break or of the jump spark types, as it contemplates broadly any form of ignition device which may be caused to ignite the charge in the cylinder at the times and in the manner specified.

Having thus described our invention, we claim as new and desire to secure by Letters Patent of the United States 2-- l. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device and means controlled by the rotation of the motor for actuating the ignition device to ignite the charge in the cylinder during the first out stroke of the piston on a reversal in the direction of rotation of the shaft due to the resistance of a compressed charge, substantially as described.

2. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device and automatic mechanism for actuating the ignition device to ignite the charge in the cylinder during the first out stroke of the piston after a reversal in the direction of rotation of the shaft, due to the resistance of a compressed charge substantially as described.

3. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, and automatic mechanism operating directly upon a reversal in the direction of rotation of the shaft for actuating the ignition device, substantially as described.

4. A. hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an nition device, and automatic mechanism actuated by a reverse movement of the shaft to actuate the ignition device during the first expansion stroke of the piston after a reversal in the direction of rotation of the shaft, substantially as described.

It hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means for actuating the ignition device to ignite the charge in the cylinder after a reversal in the direction of rotation of the shaft and during the first expansion stroke of the piston, and means for thereafter actuating the ignition device at its normal point in the operation of the motor in the reverse direction, substantially as described.

6. A. hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, and automatic mechanism for actuating the ignition device to ignite the charge in the cylinder during the first ex pansion stroke of the piston after a reversal in the direction of rotation of the shaft and for shifting the time of operation of the nition device to its normal point in the operation of the motor in the reverse direction, substantially as described.

7. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means for rendering the ignition device inoperative, and means for actu ating said device after a reversal in the direction of rotation of the shaft, and during the first expansion stroke of the piston, substantially as described.

8. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means for rendering the ignition device inoperative, and mechanism operating automatically thereafter to actuate the ignition device directly upon a reversal in the direction of rotation of the shaft, substantially as described.

9. A hydro-carbon motor, having, in com bination, a cylinder, a piston, a shaft, an ignition device, two cams for actuating the ignition device, one for forward rotation, and one for reverse rotation, and automatic mechanism for rendering the forward cam operative during the forward rotation of intents the shaft, and for rendering the rex' erse cam operative during reverse rotati'on of the shaft, substantially as described,

10. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means for actuating the ignition device, and independent mechanism for automatically shifting the time of operation of said means upon a reversal in the direction of rotation of the shaft, substantially as described.

11. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means held from rotational movement on said shaft for actuating the ignition device, and mechanism operating automatically to shift the time of operation of the ignition device upon a reversal in the direction of rotation of the shaft, substantially as described.

12. A hydrocarbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, and two ignition cams one timed for forward rotation of the shaft and the other for reverse rotation, the forward cam automatically becoming inoperative during reverse rotation of the shaft and the reverse cam automatically becoming inoperative during forward rotation of the shaft, substantially as described.

18. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, two ignition cams one timed for forward rotation and the other for reverse rotation of the shaft, a cam lever for each cam, a pawl on the forward cam lever for actuating the lever during only forward rotation of the forward cam, a pawl on the reverse cam lever for actuating said lever during only reverse rotation of the reverse cam, and means for connecting the cam levers with the ignition device, substantially as described.

14. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, a switch controlling the electric circuits for the ignition device, mechanism for actuating the ignition device directly upon a reversal in the direction of rotation of the shaft, means for rendering said mechanism operative, and connections between the switch and said means, substantially as described. I

15. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means for normally actuating the ignition device during forward and reverse rotation, and auxiliary mechanism for actuating said device upon a reversal in the direction of rotation of the shaft, substantially as described.

16. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, and an ignition device, means for normally actuating the ignition device during forward and reverse rotation, and auxiliary mechanism for actuating said device directly upon a reversal in the direction of rotation of the shaft, substantially as described.

17. A hydro-carbon motor, having, in combination, a cylinder, a. piston, a shaft, an ignition device, means for normally actuating the ignition device, and auxiliary mechanism actuated by the reverse movement of the shaft for actuating said device, substantially as described.

18. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, a slip clutch one member of which is secured to the shaft, and connections between the other member and the ignition. device to actuate said device during the first expansion stroke of the piston after a reversal in the direction of rotation of the shaft, substantially as described.

19. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, a slip clutch the one member of which is secured to the shaft, a lever carrying the other member of said clutch, connections between the lever and the ignition device, and means for rendering the clutch operative to actuate the lever upon a reversal in the direction of rotation of the shaft, substantially as described.

20. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, a clutch the one member of which is secured to the shaft, connections between the ignition device and the other member, a spring for moving the latter member into engagement with the former member, and means under the control of the operator for rendering the spring inoperative, substantially as described.

21. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, a clutch the one member of which is secured to the shaft, connections between the ignitiondevice and the other member, a spring for moving the latter member into engagement with the former member, a cam for rendering the spring inoperative, and means under the control of the operator for actuating the cam, substantially as described.

. 22A hydro-carbon motor, having, in

con'ibi nation, a cylinder, a piston, a shaft,

an exhaust valve, means for actuating the valve and automatic mechanism without lost motion for shifting the said means to change the time of operation of the valve for re verse rotation. of the motor, substantially as described. I

23. A hydro-carbon motor, having, in combination, cylinder, a piston, a shaft, an eithaust valve, means for actuating the valve, and mechanism for shifting the time of operation of said means to cause the valve to operate on the first in stroke of the piston after a reversal in the direction of rotation of the shaft, substantially as described.

24:. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an exhaust valve, means for actuating the valve and automatic mechanism for shifting the time of operation of said means to cause the valve to operate on the first in stroke of the piston after a reversal in the direction of rotation of the shaft, substantially as de scribed.

25. A hydro carbon motor, having, in combination, a cylinder, a piston, a shaft, a valve, means for actuating the valve, and independent mechanism for automatically shifting the time of operation of said means upon a reversal in the direction of rotation of the shaft, substantially as described.

26. A hydro carbon motor, having, in combination, a cylinder, a piston, a valve, a shaft, means held from rotational. movement thereon for actuating the valve, and mechanism operating automatically to shift the time of operation of the valve upon a reversal in the direction of rotation of the shaft, substantially as described.

27. A hydro carbon motor, having, in combination, a cylinder, a piston, a shaft, a valve, two cams for actuating the valve, one

.for forward rotation of the shaft and the other for reverse rotation, and automatic mechanism for rendering the forward cam operative during forward rotation of the shaft and for rendering the reverse cam operative during reverse rotation of the shaft, substantially as described.

28. A hydrocarbon motor, having, in combination, a cylinder, a piston, a shaft, a valve, two cams for actuating the valve, one for forward rotation of the shaft and the other for reverse rotation, a car lever for each cam, a valve operating rod, and means for shifting the rod from one lever to the other, substantially as described.

29. A hydrocarbon motor, having, in combination, a cylinder, a piston, a shaft, a valve, two cams for actuating the valve, one for forward rotation of the shaft and the other for reverse rotation, a cam lever for each cam, a valve operating rod, and means for automatically shifting the rod from one lever to the other upon a reversal in the direction of rotation of the shaft, substantially as described.

30. A hydro -carbon motor, having, in combination, a cylinder, a piston, a shaft, an exhaust valve, an i nition device, mechanism for actuating said valve and said de vice, and automatic means without lost motion for shifting said mechanism to change the times of operation of said valve and said device for reverse rotation of the motor, substantially as described.

31. A hydro carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, an exhaust valve, means for actuating the ignition device and the valve, and mechanism for shifting said means to change the times of operation of said means for reverse rotation of the motor and for causing the valve to operate on the first inward stroke of the piston after a reversal in the direction of rotation of the shaft, substantially as described.

32. A hydro carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, an exhaust valve, means for actuating the ignition device and the valve, and automatic mechanism for shifting said means to change the times of operation of said means for reverse rotation of the motor and for causing the valve to operate on the first inward stroke of the piston after a reversal in the direction of rotation of the shaft, substantially as described.

38. A hydro-carbon motor, having, in combination, a cylinder, a piston, a valve, actuating mechanism therefor, an ignition device, actuating mechanism therefor, and independent mechanism actuated by a reverse movement of the shaft to shift the times of operation of the valve and of the ignition device, substantially as described.

34. A hydrocarbon motor, having, in combination, a cylinder, a piston, a shaft, valve, an ignition device, actuating mechanism for the valve and ignition device including cams held from rotation upon the shaft, and mechanism acting automatically upon a reversal in the direction of rotation of the shaft to shift the times of operation of the valve and of the ignition device, substantially as described.

A hydrocarbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, a valve, means for actuating the ignition device, means for actuating the valve, auxiliary means for actuating the ignition device upon a reversal in the direction of rotation of the shaft, and means for shifting the times of operation of the ignition device and of the valve, substantially as described.

86. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, a valve, means for actuating the valve, a friction clutch, one member of which is secured to the shaft, and connections between the other member and the means for actuating the valve to shift the time of operation of said means upon a reversal in the direction of rotation of the shaft, substantially as described.

37. A hydro -carbon motor, having, in combination, a cylinder, a piston, a valve, a

shaft, two cams foractuating the valve one for forward rotation of the shaftand the otherfor reverseqrotation, a camrlever for each cam, a rod for operating the valve, a clutch theone member of which is secured tothe shaft, a lever carrying, theother member of said clutch,rmeans ,for rendering. the clutch operative tov actuatethe lever upon a reversal in the direction, of rotation of the shaft, and connections between the leverand the rod for shiftingthe rod from one cam lever to the other, substantially as described.

.A,-hydro-,carbon motor, having, in combination, a cylinder, a piston, a shaft, an inlet valve,,an.,exhaust valve, and a single pair of cams held from rotation upon the shaft for actuatingboth valves during the operation ofthe motor in both forwardand reverse direction, substantially as described.

v39. A hydrocarbon motor, having, in combination, .a cylinder, a piston, a shaft, an inlet .valve,.an -exhaust.v'alve,,tvvo cams for actuating the inlet ,valve. and .the exhaust valve, .bothvalves being. actuated by one cam during forward rotation of the shaft, and by theiother cam during reverse rotation of the shaft, substantially as described.

40. A hydro-carbon motor, having, in combination, a cylinder,a piston,a shaft, an inlet valve, an exhaust valve, mechanismfor actuating said valves, and means ,forautomatically shifting thetimes of operation of the valves for reverse rotation of the motor,

substantially as described.

41. A hydrocarbon motor, having, in combination, a cylinder, a piston, an inlet valve, an exhaust valve, a shaft, means held from rotational movement thereon for actuating said valves, and mechanism. operating an.- tomatically upon a reversal in the direction of rotation of the shaft to shift the times of operation of the inlet and exhaust valves, substantially as described.

5L2. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an inlet valve, an exhaust valve, an ignition device, mechanism for actuating said valves and said ignition device, and means for automatically shifting the times of operation of said valves and said device for reverse rotation of the motor, substantially as described.

43. A hydro-carbon motor, having, in combination, a cylinder, a piston, an inlet valve, an exhaust valve, an ignition device, a shaft, means held from rotational movement thereon for actuating said valves and the ignition device, and mechanism operating automatically to shift the times of operation of the inlet and exhaust valves and of the ignition device upon a reversal in the direction of rotation of the shaft, substantially as described.

a. A y o-ca tel; mete g, in

combination,,a cylinder, ,a piston, a shaft, an inlet, valve, an exhaust valve, means for actuating said valves, an ignition device, means, for actuating the ignition device, and independent mechanism :actuated by a reverse movement of the shaft to shift the times of operation of the inlet andexhaust valves and ofthe ignition device, substantially as described.

e5. A hydro carbon motor, having, in combination, a cylinder, a piston, a shaft, an inlet valve, an exhaust valve, means for actuating, said valves, an ignition device, means for normally actuating the ignition device, auxiliary means for actuating the ignition device, and mechanism operating automatically upon a reversal in the direction of rotation of the shaft toiactuate the auxiliary means andtoshift the times of operation of the inlet and the exhaustvalves and ofnthe ignition device, substantially as described. 1 V p .416, A. hydro-carbon motor, having, in combination,a cylinder, a piston, a shaft, an inlet valve, an exhaust valve, means for actuating said ..valves, an ignition device, means for-normally actuating theignition device, auxiliary means, for actuating the ignition device, and mechanism actuated by a reverse movement of the shaft to actuate the auxiliary means and. to shift the times.

ofoperation-of the inlet and the exhaust valves and of the ignition device, substantially as described.

47. ,Areversible hydro-carbon motor, having,-,in combination, a cylinder, a piston, a shaft, an ignition device, twov leads from two sources of electricity for the ignition device, and means for actuating the ignition device and connecting it with said leads whereby one lead is connected with the ignition device during the normal operation of the motor in forward and reverse directions of rotation, and the other lead is con nected with the ignition device in reversing the motor, substantially as described.

48. A reversible l-cycle hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, two leads from two sources of electricity for the ignition device, and means for actuating the ignition device and connecting it with said leads whereby one lead is connected with the ignition device during the normal operation of the motor in forward and reverse directions of rotation, and the other lead is connected with the ignition device in reversing the motor, substantially as described.

49. A reversible hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means for normally actuating the ignition device during forward and reverse rotation of the motor, auxiliary m chanism for actuat g t e is LLQ nition device when the direction of rotation of the motor is reversed, two leads from two sources of electricity for the ignition device, and means whereby one lead is con nected with the ignition device during the normal forward and reverse rotation of the motor and the other lead is connected with the ignition device when said device is actuated by the auxiliary mechanism, substantially as described.

50. A reversible hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device comprising electrodes and mechanism for throwing the same into and out of contact and for bold ing the electrodes out of contact to render the ignition device inoperative until reversal occurs, substantially as described.

51. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, an ignition device, means controlling the ad mission of charges to and exhaust from the cylinder, and mechanism operating automatically to shift the time of admission and exhaust for reverse rotation of the motor, substantially as described.

52. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, valves controlling the admission of charges to and exhaust from the cylinder, and mechanism operating automatically upon a reversal in the direction of rotation of the motor to shift the times of admission and exhaust for reverse rotation, substantially as described.

53. A hydro-carbon motor, having, in

combination, a cylinder, a piston, a shaft,

means for producing power impulses in said cylinder during the normal operation of the motor in forward and reverse direction, means for stopping said power impulses, and means for causing a power impulse during the first outstroke of the piston on a reversal in the direction of rotation of the shaft due to the resistance of compression, substantially as described.

54. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, means for normally imparting power impulses to the piston, and automatic mechanism for imparting a power impulse after a reversal in the direction of rotation of the shaft and during the first expansion stroke of the piston, substantially as described.

55. A hydro-carbon motor, having, in combination, a cylinder, a piston, a shaft, means for normally imparting power impulses to the piston during rotation of the -motor in forward and reverse directions,

means for interrupting said impulses, automatic mechanism for imparting a power impulse to the piston during the first expansion stroke after a reversal in the direction of rotation of the shaft due to the expansion of the elastic fluid in the cylinder, and means for resuming thereafter the normal power impulses, substantially as described.

In testimony whereof we aflix our signatures, in presence of two witnesses.

ERASTUS E. WINKLEY. FRED V. HART.

Witnesses:

ALFRED H. HILDRETH, EDWARD K. PHILLIPS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patenta Washington, D. G. 

